Fuel atomizing and igniting means



July 23, 1935. F. STEPHAN FUEL ATOMIZING AND IGNITING MEANS Filed April18, 1952 2 Sheets-Shee l Imran m" FP1 z ETE-phen uen E? July 23, i935.F. STEPHAN FUEL ATOMIZING AND IGNITING MEANS Filed April 18, 1952 i mf 39 www l 5 v Z v /Q/N 522.

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FP1 z Ephan BY Patented July 23, 1935 UNITED STATES PATENT OFFICE FritzStephan, Chicago, Ill., assigner to Stephan Engineering Corporation,Chicago, Ill., a, corporation of Delaware Application April 18, 1932,Serial No. 605,938

Claims.

- This invention relates to a device for atomizing and for igniting fueland may be considered a further development over the device shown in mycopending application Serial No. 532,529, filed 5 April 24, 1931.

The device has been developed and designed for positively vaporizing andatomizing liquid fuel, such as fuel oil or the like, for ejecting theatomized fuel in the form of a fine mist or spray into the combustionchamber of an engine cylinder where the fuel is intermixed with air, andfor igniting the fuel mixture for the purpose of furnishing the motivepower for the engine.

The problem of fuel atomization arises in connection with a greatvariety of engines, such as the Diesel engine and other internalcombustion engines. The elimination of air bubbles from the variousconduits and ducts through which the fuel is delivered, and the problemof preventing the dripping of liquid fuel into the cylinder of such anengine might be mentioned as examples of the difficulties experiencedwith atomizing devices heretofore developed. There are several otherproblems that need not be mentioned speciiically.

My invention presents an improved atomizing device by means of which thedrawbacks of prior devices of this character are overcome. The fuelcharges can be positively injected into the engine cylinders in meteredand measured quantities in accordance with the cycle of the engine, inthe form of a fine mist or spray which will readily intermix with air toprovide the required fuel mixture for all operating conditions. Anotherfeature which distinguishes my invention from what is known in the artresides in combining the atomizing device with the spark plug, in such amanner, that the fuel mixture will be suitably ignited Within thecylinders.

The physical structure of the device may be briefly described ascomprising an elongated valve body enclosed in a suitable shell forsecuring the same to the cylinder of an engine in place of the ordinaryspark plug. At the outer end of the device there is secured a fuel line,the attachment of the latter being in radially adjustable relation tothe former. The fuel line is thus adjustable while the remainder of theatomizing device is rigidly attached to the cylinder. Within the fuelline is a duct through which fuel in liquid condition is delivered tothe atomizing device under pressure and in variably metered and measuredquantities. This fuel duct terminates in a plurality of restricted ductsprovided on the eX- terior of the outer end of the valve body, where(Cl. 12S-169) the fuel line is adjustably secured thereto, for divertingthe fiovv of the fuel Within the device for the purpose of achievingreliable fuel delivery and atomization. These restricted grooves orducts terminate in a fuel chamber Where the fuel is collected, the fuelchamber being adjacent tothe outer end of the valve body and formed by aremovable terminal cap. Within the valve body is a stem carrying afilter which projects into the fuel chamber. At the inner end of thevalve stem is a head projecting beyond the valve body into the enginecylinder and closing the opening through which the fuel is finallyejected. Spring means are used for biasing the valve stem so that theopening on the valve body at the inner end thereof is normally closed.Now, when a fuel charge is delivered through the fuel line, the flow ofthe fuel will be diverted through the restricted ducts or grooves andwill collect in the small chamber at the outer end of the valve body.The fuel charge will then rush through the filter and centrally throughthe valve body, around the valve stem, towards the opening at the innerend of the valve body. The pressure of the fuel charge will actuate thevalve stem and the valve plug will be lifted, permitting the ejection ofthe fuel into the corresponding cylinder. The provision of the smallrestricted ducts which divert the flow of the fuel in a directionopposite to the direction of the ejection thereof causes a readyelimination of any relatively large air bubbles which might be presentin the device upon the initiation of the operation of the engine orduring the operation thereof. The ducts are very small and cause thebrealung up of the air bubbles. It should be considered in thisconnection that the fuel charges are very small. Accordingly, arelatively large air bubble contained in the fuel and injected woulddisturb the smooth operation. A nozzle is secured to the inner end ofthe valve body covering the valve plug and the ejection opening. Theejection of the fuel is at a place disposed Within the cylinder and thenozzle will be subjected to the hot gases While the valve itselfenclosed by the nozzle will be cooled by the outfiovv of the atomizedfuel. Secured to the shell body of the device within the cylinder andcooperating with the nozzle on the valve body is an electrode forproducing the necessary spark. The nozzle can, of course, be combinedwith the valve body if desired. A terminal electrode is secured at theouter end of the valve body, holding the fuel line Vadjustably in placeand serving as a terminal cap for attaching the corresponding electricconductor. The valve body serves thus as a current conductor andrepresents the companion electrode cooperating with the first mentionedelectrode within the cylinder. The invention is illustrated in theaccompanying drawings in which Figure l shows the device in elevation asat tached to an engine cylinder, certain parts of the cylinderbeingshown diagrammatically and in cross section;

Figure 2 is a top View of the device;

Figure 3 is a longitudinal cross section taken along the lines 3 3 ofFigure 2 and looking in the direction of the arrows;

Figure 4 is an enlarged cross section corresponding to the cross sectionshown in Figure 3;

Figure 5 is a transverse cross section taken along the lines 5 5 ofFigure 4; and

Figure 6 is a transverse cross section taken along the lines 6-5 ofFigure 4 and looking in the drection of the arrows.

v- Like parts are designated by like reference numerals throughout thedrawings.

Referring now to the drawings, the device comprises the parts, andoperates in the manner speciically described below.:

An insulating body il having a tapering inner end i2 is disposed withina metallic shell i3 provided with a thread ll for attachment to theoylinderof an engine such as indicated in cross section in Figure l anddesignated there by the numerals l5 and i6. A washer or gasket il may bedisposed between the device and the cylinder in order to insure a tightseat. At the inner end of the shell i3 is provided an electrode i8. Atubular nut iii holds the insulating bodyV il in place within the shelli3 as shown. This nut is screwed into the upper portion of the shell i3and gaskets such as indicated at 2i] and 2l may be provided to secure atight seat of the insulating body il within the shell i3, the centerpor- .tion of the insulating body il being larger than the end portions,and furnishing suitable shoulders for the engagement of the gaskets.

An elongated valve housing or body 22 having a flange like enlargement23 extends through the insulating body i i, being secured thereto bymeans of a thread 2li as shown. It is understood, of course, that thevalve body may be cemented to the insulating bushing li The flange likeenlargement 23 registers with the outer end of the insulating body iland the valverbody itself projects beyond the tapering inner end l2 ofthe insulating body into the corresponding cylinder of the engine.

v The inner end of the valve body 'Z2 is provided with a thread 25 andsecured thereto may be the nozzle 25. The nozzle has an opening 2lthrough which the atomizedrfuel is ejected into the combustion chamberof f the cylinder. The nozzle Ycovers the inner end of the valve bodyand also the valve plug 28 on the valve stem 29 which extends throughthe valve body 22. The electrode i8 cooperates With the nozzle 26producing a spark for igniting the fuel mixture within the cylinder. j

It may be observed at this point of the description that a small chamber3E) is formed Within the nozzle and` between the end of the valve bodyand the Valve plug 28. This chamber Sli permits the movement of thevalve plug 28 andalso contributes towards preventing and eliminating thedripping of fuel into the engine cylinder after injection ofthe atomizedcharge. The structure of the valve stem and the operation of the entirevto the outer end thereof.

land t9.

valve mechanism will be presently described in detail.

Examining now the outer end of the valve body 22, it will be seen thatthis outer end is larger than the portion extending through theinsulating body l l and that it is provided with a thread 3l. Secured tothis thread is the terminal cap member 32 employed for attaching thecorresponding electric conductor to the device. The current Will thusflow from the terminalr 32 through the valve body 22 and a spark willoccur within the cylinder at the inner end of the device due to thecooperation of the electrode lo which is grounded at the engine sincethe shell i3 is Vdirectly attached to the cylinder.

Secured to the outer end of the device intermediate of the enlargement23 of the valve body and the terminal 'cap member 32 is the fuel line or fuel delivery member 33. This is a tubular part having a threadedextension 33', the tubular portion thereof tting slidably over theenlarged outer portion 22 of the valve body. Gaskets such as 34 and 35are interposed betweenY the tubular part 33 and the shoulder on thevalve body 22 and the terminal cap 32, respectively. Secured to theextension 33 is an insulating body 3S engaging the thread on theextension as shown particularly in Figures 3 and 4, and attached to theinsulating member 36 by means of a threaded extension 3l, is theconnecting member 38 having ashoulder or flange 3Q which registers withthe insulating member 36. The insulating member 3? may be cemented tothe corresponding part of the device.

The extension 33' on the tubular member 33, the

insulating member St, and the connector 33 form a continuous duct di!through which the fuel charges are delivered under pressure to thedevice, to be atomized therein, and to be ejected at the nozzle opening2l disposed within the engine cylinder. The connector 38 is externallythreaded for receiving a tubular nut il which secures the fuel line l2in place by means of the flange 43. It will thus beseen that the fuelline is radially `adjustable relative to the atomizer body which isrigidly secured to the corresponding engine cylin- .der, the radialadjustability being secured by means of the tubular member 33 which isheld in engagement with the upper portion of the valve body by means ofthe terminal cap member 32.

The fuel duct lo registers with an annular groove @5 on the outerportion of the valve body A plurality of small ducts or notches areprovided exteriorly on the outer portion of the valve body 22 andextending from the annular groove l5 longitudinally to the valve body 22and They terminate in the chamber il@ which chamber is a result of theattachment of the terinial cap 32 on the valve body 22. One of thesesmall ducts or notches is shown in Figures 3 and 4 and designated thereby the reference numeral lll. If it is assumed that three suchlongitudinal ducts or notches are provided, extending from the annulargroove @5 to the outer end of the valve body 22, the revrnaining twonotches are not visiblein the Figures 3 Vand 4 but have been indicatedin the transverse cross section in Figure 5 and appear there designatedby the reference numerals t8 The flow of the fuel charge rushing intothe device under pressure through the duct in the adjustable fuel linewill thus be diverted angularly toward the outer end of the valve body,flowing through the small ducts or notches ril, Sand i9 into the chamberd6. Air bubbles which might be present in the device or in the fuel uponthe initiation of the operation or during the operation will be brokenup thoroughly as the fuel is forced through these small ducts,eliminating the handicaps and ytroubles which would result if the airbubbles would be fed to the cylinders.

vLet us consider' now the structure of the valve disposed within andcooperating with the valve body 22.

The outer, enlarged end of the valve body 22 is provided with a boring5i), merging into a smaller boring 5l which extends through the valvebody for an appreciable distance, and finally narrowingidown to a boring52 which continues through the valve body to the extreme inner endthereof. The use of the terms outer and inner is understood to berelative to the cylinder of the engine. Thus, I designate as the innerend that end of the device which is within the cylinder while the outerend thereof is the end outside of the cylinder. Disposed within theprogressively narrowing boring of the valve body is the valve stem 29.This valve stem terminates in the upward direction (as shown in thedrawings) in the threaded outer end 53 to which is threaded the member5l carrying the filter 6i, the connection being such as to furnish afree space between the end of the valve stem and the filter for the freeflow of the fuel supplied thru the filter. This free space between thefilter and the end of the threaded portion 53 of the valve stem isparticularly indicated in Fig. 4. The structure and the function of thefilter carrying member Si will be explained presently. The sides of thisvalve stem 29 are flattened near its inner end as is indicated by thereference numerals 55 and 55. This will be more apparent from aconsideration of Figure 6 which is a transverse section along the lines66 of Figure 4. It will be seen that the valve stem 29 is flattened ontwo opposite sides at its lower end. The tubular valve housing 22 isdisposed within the insulating body il which in turn is disposed withinthe shell i3 as previously discussed.

The valve stem carries the plug or head 2li at its inner end whichprojects from the end of the valve body 22 into the engine cylinder,normally closing the boring 52 which opens into the chamber 3Q withinthe nozzle 26, As intimated above, secured to the outer threaded end 53of the valve stein 29 is the member 5l having a flange like head 58. Thesmaller shanl; portion of the member 5l fits slidingly into the boring5i) at the outer end of the valve body and is pro vided withlongitudinal notches designated by the numerals 5S and 6l] and with aninternal thread for attachment to the threaded end 53 of the valve stem29. The member 5l is secured on the end 53 of the valve stem so as toleave a free space between the end of the valve stem and the lter 6l.The relative position of the end of the valve stem and the filter isindicated in Fig. 4 by the space between these parts. It will be seenfrom Fig. 4 that the valve stem stops or termiH nates somewhat below theline indicated by the reference numerals 5-5. A spring 6l is disposedwithin the boring 50 of the valve body, resting against the notchedshank of the member 5l. The force of the spring normally positions thevalve stem as shown in Figures 3 and 4, with the valve plug or head 28closing the valve seat at the inner end of the valve body. The flangedhead of the member 5l is provided with a screen 6I.

The charge of liquid fuel is delivered in meas- -portion of the valvebody.

ured quantity through the tubing 42 and rushes under pressure throughthe duct l0 which registers with the annular groove 45 on the outer Thenow of the fuel charge is then diverted 'through the exteriorly disposedgrooves or ducts dl, 48 and t9, outwardly into the chamber llt. Thepressure of the fuel causes now operation of the valve stem, that is tosay, the valve stem will move in the direction of the ejection of thefuel, the flange like head 5S of the member 5l will be forced againstthe outer end of the valve body and the fuel will enter through thescreen El into the member 5? and from there through the grooves or slotsand 63 in the shank of this member and over and around the threadedportion 53 of the valve stem 29 into the boring in the valve body. Thereis no obstruction for the flow of the fuel in the upper portion of thevalve body where the spring 6l is disposed. The fuel charge rushes thenthrough the longitudinal boring 5l, surrounding the valve stem 29, untilit comes to the restricted boring 52 of the valve body. Thecorresponding inner portion of the valve stem nts slidingly in theboring portion 52. However, the'valve stem is flattened on two oppositesides, as indicated at 55 and and the fuel can therefore flow withoutobstruction through the inner portion of the valve body, and, since theplug or head 28 is at this moment removed from the valve seat, the fuelwill rush Out into the chamber 3D of the nozzle and will be sprayed intothe cylinder through the nozzle opening 2l.

When the above described operation is considered in detail, it will beseen that the small notches for diverting the flow of the fuel serve thepurpose of breaking up any air bubbles con" tained in the fuel, thuseliminating this important handicap standing in the Way of a properoperation. The size of the various grooves and ducts is chosen largeenough to provide for a free easy flow of the fuel and small enough toeffect an elimination of relatively large air bubbles. Any minuteparticles of dirt will be caught by the screen El and deposited in thechamber 4S. It is understood, of course, that kthe nozzle which I haveshown secured to the inner end of the valve body has been shown only forthe purpose of illustration. Another type of nozzle may be substitutedif it is desired, or may be directly combined with the valve body. Thefunction of the nozzle is to eject the fuel in atomized condition, toassist atomization of the fuel, and to prevent the dripping of liquidfuel into the engine cylinder. The nozzle is directly subjected to theheat of the gases within the cylinder and will therefore become quitehot. The nozzle will in this condition obviously assist in the completeatomization and vaporization of the fuel. The valve plug 28 is disposedat the extreme inner end of the device so that a controlled and governedejection of the fuel is positively effected within the cylinder. Thevalve plug and the valve seat will be washed by the cool fuel and willtherefore remain cool during the operation of the engine in spite of thefact that they are located within the cylinder.

The electric conductor for conducting current to the device may beattached in the usual manner to the head of the terminal cap member 32.The current will be conducted from the terminal through the valve bodyto the nozzle and the spark will occur across the gap between thenozzle, or between the end of the valve body and the grounded electrodei8. I

Attention may be called to the fact that all `parts of the device areadapted to mass proeral types of engines of the internal combustionYclass. Y

Changes may be devised in various details as Well as in the mode ofassembly Without departing from the spirit of the invention. I,therefore, intend to utilized and to exploit the invention in all suchmodifications as might fall within-the'scope and meaning Vof theappended claims in which is stated what is believed to be new in theart.

I claim as my invention:

l. In a device of the class described, a member having a duct forfeeding fuel therethrough, a fuel atornizing and igniting member, meansfor adjustably securing said first member on said second member, aplurality of fuel ducts for diverting the flow of fuel lthru said rstmember to saidV second member, the flow of fuel thru said ducts being ina direction opposite to the direction of ejection of said fuel, achamber for collecting the fuel thus fed to said second member, a ductfor feeding said fuel thru said second member'to the port of 'ejectionthereof, a valve at said'port for controlling said fuel ejection andelectrode'meansfor igniting said fuel upon ejection.

2. In a device of the class described, a member having a duct forfeeding fuel therethru, an atomizing and igniting member, means foradjustablyjoining said members in a unitary structure, a plurality ofducts formed by said joined members foi` diverting the ilovv of saidfuel rst in an angle of ninety degrees and then in an angle of onehundred eighty degrees, a'port on said second member for eje'cting saidfuel, a valve for controlling said port, a removable nozzle cooperatingwith said valve and said port, and electrode means cooperating with saidnozzle for igniting fuel ejected thru said port.

3. A fuel atomizing and igniting device for attachment to the cylinderof an internal combustion engine adapted to inject predetermined fuelcharges in atomized condition into said cylinder and to ignite the samefor maintaining the continuous operation of' said engine, comprising anelongated valve body projecting with its inner end into said cylinder, aboring Within said body, the size of said boring decreasingprogressively toward the innerfend of said body, a stem disposed in saidboring, said stem carrying a plug protruding from said inner end of saidbody into said cylinder adapted to close the opening thereat, part ofsaid stem extending through said boring being flattened to permit thepassage of fuel therethrough, a nozzle secured to the inner end of saidbody and covering said plug, means for delivering liquid fuel charges tosaid boring to be ejected through said nozzle, and means cooperatingWith said nozzle for igniting said fuel charges. A

4. A fuel atomizing and igniting device for attachment to the cylinderof an internal combustion engine adapted to inject predetermined fuelcharges in atomized condition into said cylinder and to ignite the samefor maintaining the continuous operation of said engine, comprising anelongated valve body projecting with its inner end into said cylinder, aboring within said body, the size of said boring decreasingprogressively toward the inner end of said body, a stem dis; posed insaid boring, said stem carrying a plug protruding from said inner end ofsaid body into said cylinder adapted to close the opening thereat, partof said stem extending through said boring being attened to permit thepassage of fuel therethrough, a nozzle secured to the inner end of saidbody and covering said plug, a member adjustably joined to the outer endof said body for delivering liquid fuel charges to said boring to beejected through said nozzle, a plurality of duct means at the junctureof said member and said body for diverting the flow of fuel in aplurality of relatively minute streams to break up air bubbles containedin said fuel, and means cooperating with said nozzle for igniting saidfuel charges. Y

5. In a device of the class described, an elongated atomizing andigniting member, a central boring in said member, the size of saidboring decreasing progressively tovvard one end thereof, a stem disposedin said boring, part of said stem being flattened topermit the ow offuel charges through said boring around said stem, a plug on said stemfor closing the opening'of said boring at one end of said body, meansfor biasing said stem to maintain said opening normally closed by saidplug, a nozzle secured to said body and covering said plug, and meansfor delivering liquid fuel charges to said member and through saidboring to said nozzle.

' FRITZ STEPHAN.

